WO2005056317A1 - Stabilisateur pour automobile - Google Patents

Stabilisateur pour automobile Download PDF

Info

Publication number
WO2005056317A1
WO2005056317A1 PCT/DE2004/002693 DE2004002693W WO2005056317A1 WO 2005056317 A1 WO2005056317 A1 WO 2005056317A1 DE 2004002693 W DE2004002693 W DE 2004002693W WO 2005056317 A1 WO2005056317 A1 WO 2005056317A1
Authority
WO
WIPO (PCT)
Prior art keywords
stabilizer
radial
drivers
locking
locking claws
Prior art date
Application number
PCT/DE2004/002693
Other languages
German (de)
English (en)
Inventor
Stefan Beetz
Winfried Krüger
Torsten Baustian
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to BRPI0417526-3A priority Critical patent/BRPI0417526A/pt
Priority to US10/596,342 priority patent/US20080314714A1/en
Priority to JP2006543354A priority patent/JP2007517706A/ja
Priority to EP04802901A priority patent/EP1691997A1/fr
Publication of WO2005056317A1 publication Critical patent/WO2005056317A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/061—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having interengaging clutch members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0556—Mounting means therefor adjustable including a releasable coupling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
    • F16D43/202—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure of the ratchet type
    • F16D43/2022—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure of the ratchet type with at least one part moving axially between engagement and disengagement
    • F16D43/2024—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure of the ratchet type with at least one part moving axially between engagement and disengagement the axially moving part being coaxial with the rotation, e.g. a gear with face teeth

Definitions

  • the invention relates to a stabilizer according to the features of the preamble of claim 1.
  • Such stabilizers are used in automotive engineering.
  • each axle of a motor vehicle is assigned a stabilizer which works on the torsion bar principle, which runs parallel to the axis and is attached to a wheel suspension at both ends.
  • These stabilizers have the task of preventing or reducing the transmission of the roll movements caused by the road conditions and originating from the wheels to the vehicle. Such roll movements arise mainly in Fal rbahnkurven or on bumps in the road, such as potholes or fairways.
  • There are one-piece stabilizers that are tailored to specific areas of application, but which either react too softly or too hard to different loads and which do not have a sufficient torsion range for some applications. This has a negative impact on driving comfort.
  • two-part stabilizers are increasingly used, which are connected to each other by a clutch. When coupled, both stabilizer parts are directly connected to each other so that they cannot rotate
  • Such a two-part stabilizer with a clutch is described in DE 19923 100 Cl.
  • the corresponding clutch consists of a cylindrical housing that is non-rotatably connected to one of the two stabilizer halves.
  • a shaft is rotatably mounted in the cylindrical housing, which protrudes from the housing and is non-rotatably connected to the second stabilizer half.
  • the housing has a fixed and inwardly directed first driver and in the same radial plane the inner shaft carries a non-rotatable and outwardly directed second driver.
  • This locking piston is designed to be axially displaceable and is loaded in the closing direction by a compression spring and in the opposite direction by a hydraulic force. Both the drivers and the claws have matching force transmission surfaces which are axially conical and which are aligned radially flat.
  • the new coupling with its curved contour has special technical effects.
  • the curvature of the force-transmitting cone surfaces leads to the fact that the circumferential forces prevailing in the contact area of the opposite cone surfaces develop different force components along the curved cone surface. So are the radial ones
  • FIG. 1 a simplified illustration of a couplable stabilizer
  • FIG. 2 a simplified sectional illustration of the clutch
  • FIG. 3 the clutch in the locked state
  • FIG. 4 the locking piston
  • FIG. 5 the radial driver of the one stabilizer part
  • Figure 6 the radial driver of the other stabilizer part
  • Figure 7 a partial view of the engaged clutch.
  • each axle of a motor vehicle basically consists of the two wheels 1 and an axle 2 supporting the two wheels 1.
  • a coupling 7 is arranged between the two stabilizer parts 4 and 5 and connects or separates the two stabilizer parts 4, 5 from one another to form a continuous stabilizer 3.
  • the dimensioned and material properties of the connected stabilizer 3 are adapted to absorb the torsional forces introduced via the wheels 1 and to build up corresponding counterforces. This means that these forces are not transferred to the vehicle body or at least damped.
  • the clutch 7 is axially switchable and designed to be form-fitting.
  • the coupling 7 according to FIG. 2 consists of a cylindrical housing 8 with a closed base 9, to which a connecting pin 10 for one of the two stabilizer parts 4, 5 is connected.
  • the housing 8 is closed in a rotationally fixed manner with a cover 12, which has a continuous bearing bore 13 for a further swivel joint and with one into the interior of the cylindrical housing 8 projecting radial driver 14 is equipped.
  • the radial driver 14 is located in the radial space between the continuous bearing bore 13 and the inner wall of the cylindrical housing 8.
  • the shaft 15 is rotatably connected to the other stabilizer part 4, 5.
  • a further radial driver 16 which is arranged and designed in the housing 8 in the same way as the radial driver 14.
  • the radial driver 14 thus lies on the cylindrical housing 8 and the radial driver 16 on the shaft 15 on a common radial plane, as a result of which the two radial drivers 14 and 16 can only be pivoted to one another to a limited extent.
  • a hydraulically actuatable locking piston 17 which is axially displaceable and radially rotatable on the shaft 15 and which divides the interior of the cylindrical housing 8 into a compression spring chamber 18 on the bottom side and into a pressure chamber 19 on the cover side.
  • a compression spring 20 is used, which is supported on the bottom 9 of the housing 8 and which loads the locking piston 17.
  • the compression spring chamber 18 is connected to a hydraulic tank via a leak oil connection 21.
  • the pressure chamber 19 has a connection to a hydraulic pressure oil supply system via a pressure oil connection, not shown.
  • two locking claws 22 are formed on the cover side of the locking piston 17, which, in the same way as the two radial drivers 14 and 16, lie in the radial clearance between the shaft 15 and the inner wall of the housing 8 and are both opposite one another , so offset by 180 ° to each other, are arranged.
  • the shape and dimensions of the two locking claws 22 are matched in a special way to the shapes and dimensions of the two radial drivers 14 and 16. They fill the two gaps between the two radial ones Carriers 14 and 16 without play.
  • the locking piston 17 is equipped with a stroke limiter which prevents the two radial drivers 14, 16 and the two locking claws 22 from disengaging in the other end position of the locking piston 17. In this end position there is therefore still a positive length overlap of the radial drivers 14, 16 and the locking claws 22 of the locking piston 17.
  • the opposing and communicating contact surfaces of the two drivers 14, 16 and the two locking claws 22 are designed as force transmission surfaces.
  • the two drivers 14, 16 and the two locking claws 22 each have a conical surface 23 with a smaller angle, which in the coupled state lie against one another without play.
  • the taper of the conical surfaces 23 with a smaller angle is chosen so small that the axial force component of a radial force introduced from the outside onto the stabilizer 3 does not exceed the spring force of the compression spring 22.
  • the two drivers 14, 16 have at their free end a conical surface 24 with a larger angle and the two locking claws 22 at their free ends have a conical surface 25 with a larger angle, which form a radial clearance with one another in the disengaged state.
  • both stabilizer halves 4, 5 are freely rotatable against each other.
  • FIG. 4 shows conical surfaces 23, 25 on the locking claws 22 with a concave curvature which extends over the entire force transmission area and is of uniform design.
  • the conical surfaces 23, 24 of the two radial drivers 14, 16 are equipped with a convex curvature over their entire force transmission area.
  • the concave curvature of the force transmission surfaces of the two locking claws 22 and the convex curvature of the force transmission surfaces of the two drivers 14, 16 are adapted to one another in their dimensions and in their geometries.
  • the pressure chamber 19 is kept depressurized in the cylindrical housing 8, so that the compression spring 20 loads the locking piston 18 and displaces it in the direction of the radial drivers 14, 16.
  • the radial catches 14, 16 and the rotatable locking piston 17 are centered, so that the two locking claws 22 so far into the spaces between the two radial catches 14, 16 penetrate until the conical surfaces 23 come into contact with each other at a smaller angle.
  • the locking piston 17 is held over the entire load range by the force of the compression spring 20.
  • the stabilizer parts 4, 5 thus coupled behave like a one-piece stabilizer.
  • the torsion range of the coupled stabilizer 3 is no longer sufficient to compensate for the rolling movements of the wheels.
  • the pressure chamber 19 of the clutch is pressurized, so that the locking piston 17 releases against the force of the compression spring 20 from the contact area of the conical surfaces 23 at a smaller angle and up to its end position defined by the stroke limitation shifts.
  • Locking claw 22 in contact and rotates it until it is supported on the cone surface 24 with a larger angle of the other of the two drivers 14, 16.
  • the two stabilizer parts 4, 5 are connected again so that they are able to absorb torsional forces in the same direction of rotation.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Les stabilisateurs monoblocs connus sont conçus pour être utilisés soit uniquement en conduite sur route, soit uniquement en conduite tout-terrain. Les stabilisateurs en deux parties comprenant un embrayage commutable présentent des inconvénients concernant la qualité et la sécurité. Cette invention concerne un embrayage dont les éléments d'entraînement radiaux (14, 16) se trouvent sur un même plan et sont soit fixés sans jeu par l'intermédiaire d'un piston de verrouillage (17) qui peut être commuté, est mobile en direction axiale et comprend des éléments de verrouillage (23), soit libres de tourner d'un angle de rotation prédéfini.
PCT/DE2004/002693 2003-12-12 2004-12-08 Stabilisateur pour automobile WO2005056317A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
BRPI0417526-3A BRPI0417526A (pt) 2003-12-12 2004-12-08 estabilizador para um veìculo automotor
US10/596,342 US20080314714A1 (en) 2003-12-12 2004-12-08 Stabilizer for a Motor Vehicle
JP2006543354A JP2007517706A (ja) 2003-12-12 2004-12-08 自動車用のスタビライザ
EP04802901A EP1691997A1 (fr) 2003-12-12 2004-12-08 Stabilisateur pour automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10358762A DE10358762A1 (de) 2003-12-12 2003-12-12 Stabilisator für ein Kraftfahrzeug
DE10358762.4 2003-12-12

Publications (1)

Publication Number Publication Date
WO2005056317A1 true WO2005056317A1 (fr) 2005-06-23

Family

ID=34672775

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2004/002693 WO2005056317A1 (fr) 2003-12-12 2004-12-08 Stabilisateur pour automobile

Country Status (6)

Country Link
US (1) US20080314714A1 (fr)
EP (1) EP1691997A1 (fr)
JP (1) JP2007517706A (fr)
BR (1) BRPI0417526A (fr)
DE (1) DE10358762A1 (fr)
WO (1) WO2005056317A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007040736B4 (de) 2007-08-28 2015-05-21 Zf Friedrichshafen Ag Schaltbare Stabilisatoreinrichtung
KR102186855B1 (ko) * 2019-08-30 2020-12-07 현대모비스 주식회사 스태빌라이저 바 제어 장치 및 방법

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2443089A (en) * 1943-01-04 1948-06-08 Gleason Works Method of producing face clutches
US2654456A (en) * 1943-01-04 1953-10-06 Gleason Works Positive clutch with helicoidal tooth surfaces of varying lead
DE19923100C1 (de) 1999-05-20 2001-02-08 Pnp Luftfedersysteme Gmbh Stabilisator für ein Kraftfahrzeug
WO2001068390A1 (fr) * 2000-03-16 2001-09-20 Pnp Luftfedersysteme Gmbh Stabilisateur en deux pieces a raideur optimisee
EP1209011A2 (fr) * 2000-11-28 2002-05-29 Delphi Technologies, Inc. Dispositif de verrouillage à actionnement hydraulique pour une barre de torsion
WO2004028840A1 (fr) * 2002-09-24 2004-04-08 Pnp Automotive Gmbh Procede pour realiser une came destinee a un systeme de couplage, dispositif pour fraiser les surfaces peripheriques de la came, et dispositif pour tailler le tourillon de came

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE6608180U (de) * 1968-09-06 1971-07-08 Barth Dr Ing Harald Elastische klauenkupplung.
DE2253041A1 (de) * 1972-10-28 1974-05-09 Krupp Gmbh Klauenkupplung
US6022030A (en) * 1998-07-30 2000-02-08 General Motors Corporation Roll stabilizer for motor vehicle
DE19855343B4 (de) * 1998-12-01 2011-01-05 Zf Friedrichshafen Ag Aktuator
DE10051434C2 (de) * 2000-09-13 2003-01-02 Sew Eurodrive Gmbh & Co Baureihe von Adaptervorrichtungen und Adaptervorrichtung
US6428019B1 (en) * 2000-09-18 2002-08-06 American Axle & Manufacturing, Inc. Semi-active anti-roll system
DE102005013769B4 (de) * 2005-03-22 2008-01-17 Zf Friedrichshafen Ag Aktuator für einen geteilten Stabilisator eines Kraftfahrzeuges
US7717437B2 (en) * 2007-05-08 2010-05-18 American Axle & Manufacturing, Inc. Actuator for disconnectable stabilizer bar system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2443089A (en) * 1943-01-04 1948-06-08 Gleason Works Method of producing face clutches
US2654456A (en) * 1943-01-04 1953-10-06 Gleason Works Positive clutch with helicoidal tooth surfaces of varying lead
DE19923100C1 (de) 1999-05-20 2001-02-08 Pnp Luftfedersysteme Gmbh Stabilisator für ein Kraftfahrzeug
WO2001068390A1 (fr) * 2000-03-16 2001-09-20 Pnp Luftfedersysteme Gmbh Stabilisateur en deux pieces a raideur optimisee
EP1209011A2 (fr) * 2000-11-28 2002-05-29 Delphi Technologies, Inc. Dispositif de verrouillage à actionnement hydraulique pour une barre de torsion
WO2004028840A1 (fr) * 2002-09-24 2004-04-08 Pnp Automotive Gmbh Procede pour realiser une came destinee a un systeme de couplage, dispositif pour fraiser les surfaces peripheriques de la came, et dispositif pour tailler le tourillon de came

Also Published As

Publication number Publication date
JP2007517706A (ja) 2007-07-05
DE10358762A1 (de) 2005-07-14
EP1691997A1 (fr) 2006-08-23
US20080314714A1 (en) 2008-12-25
BRPI0417526A (pt) 2007-03-13

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